EP1964770B1

EP1964770B1 - Marine propulsion system and method of operating the same

Info

Publication number: EP1964770B1
Application number: EP08151878.9A
Authority: EP
Inventors: Kiyoung Chung; Paul Robert Gemin
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 2007-02-27
Filing date: 2008-02-25
Publication date: 2013-05-01
Anticipated expiration: 2028-02-25
Also published as: US20080207066A1; JP2008207799A; US7645174B2; KR20080079620A; EP1964770A1

Description

BACKGROUND OF THE INVENTION

This invention relates generally to propulsion systems, and more particularly to, a marine propulsion system and a method of operating the same.
At least one known marine propulsion system includes a plurality of gas turbine engines that are utilized to propel the marine vessel through the water. During operation, one or several gas turbine engines may be utilized to drive the vessel at the desired speed. For example, several gas turbine engines may be utilized to drive the vessel at a relatively high speed, with each gas turbine engine operating at peak fuel efficiency. Optionally, the operational speed of one or several of the gas turbine engines may be reduced to facilitate reducing the speed of the vessel.
While, reducing the operating speed of the gas turbine engines is effective in reducing the operational speed of the vessel, gas turbine engines generally operate most effectively when the operational speed of the gas turbine engine is maintained near its rated load. As a result, varying the speed of a vessel by varying the speed of the gas turbine engine may result in the gas turbine engines operating at a reduced efficiency, thereby increasing fuel consumption, thus increasing the overall operating costs of the vessel.
US 4,661,714 (Satterthwaite et al, 28 April 1987 ) discloses a marine propulsion system having the features in the preamble of claim 1. EP 1,022,218 A2 relates to a marine power distribution arrangement. US 6,240,867 B1 relates to a system for the delivery of service facilities (including electricity) throughout a ship.

BRIEF DESCRIPTION OF THE INVENTION

In one aspect of the invention, there is provided a propulsion system for a marine vessel according to claim 1 herein.
In another aspect of the invention, there is provided a method of operating a marine propulsion system according to claim 6 herein.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a simplified schematic illustration of a marine vessel that includes an exemplary propulsion system;
Figure 2 is a simplified block diagram of an exemplary gas turbine engine that may be used as a prime mover in the propulsion system shown in Figure 1;
Figure 3 is a schematic view of a portion of the exemplary propulsion system shown in Figure 1 including an exemplary electromagnetic cross connect system;
Figure 4 is a schematic view of a portion of the exemplary propulsion system shown in Figure 1 including another exemplary electromagnetic cross connect system; and
Figure 5 is a graphical illustration of exemplary fuel savings achieved using the propulsion system shown in Figures 2 and 3.

DETAILED DESCRIPTION OF THE INVENTION

Figure 1 is a simplified schematic illustration of an exemplary marine vessel 10 that includes a propulsion system 12. Propulsion system 12 includes at least a first primer mover 14 that is coupled to a first gearbox 16, and a second prime mover 18 that is coupled to a second gearbox 20. As shown in Figure 1, and in the exemplary embodiment, propulsion system 12 may also include a third prime mover 22 that is coupled to a first gearbox 16, and a fourth prime mover 24 that is coupled to a second gearbox 20. Propulsion system 12 also includes a first propeller 26 that is coupled to the first gearbox 16 via a first drive shaft 28, and a second propeller 30 that is coupled to the second gearbox 20 via a second drive shaft 32. In the exemplary embodiment, prime movers 14, 18, 22 and 24 are each gas turbine engines. Optionally, prime movers 14, 18, 22 and 24 may be diesel engines, electric motors, or nuclear power plants.
Moreover, although Figure 1 illustrates that the exemplary propulsion system 12 includes two gearboxes and two prime movers coupled to each respective gearbox, it should be realized that propulsion system 12 may include a single prime mover coupled to each respective gearbox or more than two prime movers coupled to each respective gearbox. In the exemplary embodiment, each of gearboxes 16 and 20 is a double-input, double reduction, single-output, locked train gearbox. Optionally, if only a single prime mover is utilized to drive each respective gearbox, each of gearboxes 16 and 20 is single input gearbox.
Figure 2 is a simplified block diagram of an exemplary gas turbine engine 40 that may be used as a prime mover, i.e. prime mover 14, 18, 22, and/or 24, with the propulsion system 12 shown in Figure 1. Gas turbine engine 40 includes at least, a high-pressure compressor 42, a combustor 44 disposed downstream from the high-pressure compressor 42, and a high-pressure turbine 46 that is disposed downstream from the combustor 44. Gas turbine engine 40 also includes a low-pressure or power turbine 48 that is aerodynamically coupled to high-pressure turbine 46 and as disposed downstream from high-pressure turbine 46. High-pressure turbine 46 is coupled to high-pressure compressor 42 via a drive shaft 50. Gas turbine engine 40 may be used to drive a load, such as first gearbox 16 and/or second gearbox 20, for example.
In operation, ambient air, drawn into high-pressure compressor 42 is compressed and channeled downstream to combustor 44 wherein the compressed air is mixed with fuel, and the mixture is ignited to generate high temperature combustion gases. The combustion gases are channeled from combustor 44 to drive turbines 46 and 48 and then channeled through an exhaust duct to ambient.
Figure 3 is a schematic view of a portion of the exemplary propulsion system 12 shown in Figure 1 that includes an exemplary electromagnetic cross-connect system 13. Figure 4 is a schematic view of a portion of the exemplary propulsion system 12 shown in Figure 1 that includes the exemplary electromagnetic cross-connect system 13 shown in Figure 3 coupled to propulsion system 12 in a second configuration. System 13 includes a first electric machine 100 that is coupled to between an output of first prime mover 14 and first gearbox 16. More specifically, system 13 also includes a third reduction gearbox 102 that is coupled between first electric machine 100 and first gearbox 16.
As shown in Figure 3, first prime mover 14 is coupled in series with first electric machine 100 which is coupled in series with third gearbox 102, and gearbox 16 is coupled in series with third gearbox 102. In the exemplary embodiment, propulsion system 12 may include a first clutch assembly 104 that is coupled between first prime mover 14 and first electric machine 100 to facilitate coupling or decoupling first prime mover 14 from first electric machine 100 during selected operational conditions which are discussed below. Optionally, as shown in Figure 4, first prime mover 14 is coupled to first gearbox 16. Moreover, first electric machine 100 is coupled in series with third gearbox 102 to gearbox 18. In the exemplary embodiment, system 13 may include a first clutch assembly 104 that is coupled between third gearbox 102 and first gearbox 16.
As shown in Figure 3, system 13 also includes at least a second electric machine 110 that is coupled between second prime mover 18 and second gearbox 20. Moreover, propulsion system 12 also includes a fourth reduction gearbox 112 that is coupled between second electric machine 110 and second gearbox 20. As shown in Figure 3, second prime mover 18 is coupled in series with second electric machine 110 which is coupled in series with fourth reduction gearbox 112, and gearbox 20 is coupled in series with fourth gearbox 112. In the exemplary embodiment, propulsion system 12 also includes a second clutch assembly 114 that is coupled between second prime mover 18 and second electric machine 110 to facilitate coupling or decoupling second prime mover 18 from second electric machine 110 during selected operational conditions which are discussed below. Optionally, as shown in Figure 4, second prime mover 18 is coupled to second gearbox 20. Moreover, second electric machine 110 is coupled in series with fourth gearbox 112 to second gearbox 20. In the exemplary embodiment, system 13 may include a second clutch assembly 114 that is coupled between fourth gearbox 112 and second gearbox 18.
Gearboxes 16, 20, 102, and 112 each have a predetermined gear ratio that is selected based on the operating range of the propulsion shafts 28, 32, and the operating speeds of the prime movers. In the exemplary embodiment, the gear ratios are selected such that the prime movers may be operated at an operational range between 0 revolutions per minute (rpm) and approximately 10,000 RPM and drive the shafts 28, 32 at an operational speed that is between 0 RPM and approximately 200 RPM.
In the exemplary embodiment, each of electric machines 100 and 110 is a synchronous, three-phase, wound rotor that is configured to operate at a variable electrical frequency based on the rotational speed of the respective prime mover. Optionally, each electric machine 100 or 110 is any type of motor/generator including, but not limited to, a permanent magnet generator, salient pole generators, double-sided stator generators, and/or a doubly-fed induction generator with any number of phases and rated for any power, voltage and rotation values that facilitate operation of system 13 as defined herein.
During operation of the system 13 shown in Figure 3, since each electric machine is directly coupled to a respective prime mover, when the prime mover is operating at a selected speed, such as 5000 revolutions per minute (RPM) for example, the electric machine coupled to the prime mover will rotate at 5,000 RPMs. As such, the electrical power frequency of each electric machine is variable based on the speed of the prime mover in accordance with the following equation: $f = \frac{poles}{2} \times \frac{1}{60} \times speed of prime mover in rpms;$
For example, if the exemplary generator includes two poles, and the prime mover is rotating at 5000 RPM, the frequency output of the electric machine is approximately 83.3 Hz.
Optionally, during operation of system 13 as shown in Figure 4, the frequency of each electrical machine is determined based on the rotational speed of the respective prime mover divided by the gear ratios of the respective gears. For example, when the prime mover is operating at a selected speed, such as 5000 revolutions per minute (RPM) for example, and the combined gear ratios of gear boxes 16 and 102 is 1:2, the electric machine 100 is approximately 10,000 RPM, generating a frequency of $f = \frac{poles}{2} \times \frac{1}{60} \times 10, 000 RPM; or 167 Hz .$
System 13 also includes an electrical control and distribution system 150 that includes a control panel 152 that is coupled to an electrical switching device 154. Electrical switching device 154 is configured to enable electrical power to be transmitted, via a bus 156, between first and second electrical devices 100 and 110 during selected operational conditions. Specifically, based on an input received from the control panel 152, switching device 154 enables electrical power to be transmitted from first electric machine 100 to second electric machine 110, or alternatively, enables electrical power to be transmitted from second electric machine 110 to first electric machine 100. In the exemplary embodiment, the electrical switching device is a breaker that enables the first and second electrical machines to be electromagnetically connected or disconnected utilizing a minimum of power electronics, and minimum losses.
During selected operating conditions, the first electric machine 100 and the second electric machine 110 are utilized in combination to drive each of the propulsion shafts 28 and 32. More specifically, as discussed above, when a reduced vessel speed is desired, an operator may desire to deactivate the prime mover(s) driving either the first shaft 28 or the second shaft 32.
For example, in a first mode of operation, referred to herein as a "full power mode" each drive shaft 28 and 32 is driven by two prime movers. More specifically, in the full power mode, first prime mover 14 and third prime mover 22 are each activated to drive first drive shaft 28 via first electric machine 100, third gearbox 102, and first gearbox 16. Additionally, second prime mover 18 and fourth prime mover 24 are each activated to drive second drive shaft 32 via second electric machine 110, fourth gearbox 112, and second gearbox 20. In the full power mode of operation, electrical switching device 154 is placed in an open position, that is electrical switching device 154 does not allow power to be transmitted between the first and second electric machines 100 and 110.
In a second mode of operation, referred to herein is a "split plant mode" each drive shaft 28 and 32 is driven by a single respective prime mover. For example, in the split plant mode first prime mover 14 is activated to drive first drive shaft 28 via first electric machine 100, third gearbox 102, and first gearbox 16. Additionally, second prime mover 18 is activated to drive second drive shaft 32 via second electric machine 110, fourth gearbox 112, and second gearbox 20. In the full power mode of operation, electrical switching device 154 is placed in an open position, that is electrical switching device 154 does not allow power to be transmitted between the first and second electric machines 100 and 110.
In a third mode of operation, referred to herein is a "trail shaft mode" only a single drive shaft is driven by a respective prime mover. For example, in the trail shaft mode first prime mover 14 may be activated to drive first drive shaft 28 via first electric machine 100, third gearbox 102, and first gearbox 16. Optionally, second prime mover 18 may be activated to drive second drive shaft 32 via second electric machine 110, fourth gearbox 112, and second gearbox 20. In the trail shaft mode of operation, electrical switching device 154 is placed in an open position, that is electrical switching device 154 does not allow power to be transmitted between the first and second electric machines 100 and 110. In this mode of operation, only a single shaft is used to drive vessel 10 and the remaining shaft trails, that is the remaining shaft is not used to drive the vessel. As a result, to vary the speed of the vessel 10, the rotational speed of the prime mover is either increased or decreased based on the desired vessel speed.
However, in a fourth mode of operation, referred to herein as an "electromagnetically cross-connected mode" only a single prime mover is utilized to drive both propulsion shafts. For example, in the electromagnetically cross-connected mode, first prime mover 14 may be utilized to drive both first drive shaft 28 and second drive shaft 32. Optionally, second prime mover 18 may be utilized to drive both first drive shaft 28 and second drive shaft 32.
Morover, in the electromagnetically cross-connected mode of operation, electrical switching device 154 is placed in a closed position, that is electrical switching device 154 enables power to be transmitted between the first and second electric machines 100 and 110. In this mode of operation, only a prime mover is used to drive vessel 10.
To align propulsion system 12 into the electromagnetically cross-connected mode, the speed and phase of the first electric machine 100 must be approximately equal to the speed and phase of the second electric machine 110 prior to closing breaker 154. For example, to align propulsion system 12 such that first primer mover 14 is driving both the first and second shafts 28 and 32, the speed and phase of the second electric machine 110 is adjusted to approximately match the speed and phase of the first electric machine 100.
In the exemplary embodiment, system 13 includes a synchroscope 160 that facilitates placing the first electric machine 100 in parallel with the second electric machine 110. Synchroscope 160 indicates whether the second electric machine 110 is operating faster, slower or in phase with the bus 156. When system 13 determines that the second electric machine 110 is in phase with bus 156 and thus also in phase with first electric machine 100, breaker 154 is then closed. In one embodiment, control system 152 automatically determines when second electric machine 110 is in phase with first electric machine 100 and transmits a signal to close breaker 154. Optionally, breaker 154 may be closed manually by an operator.
Once breaker 154 is closed, the first electric machine 100 and the second electric machine 110 are electromagnetically coupled together, the second electric machine accepts the load, i.e. the second electric machine 110 is enabled to drive the second shaft 32. The second prime mover 18 may then be declutched or deactivated such that the first prime mover 14 is driving both the first and second shafts 28 and 32. Since, the first prime mover 100 is driving the first shaft 28, and as a result also driving first electric machine 100, the first electric machine 100 will function as a generator to produce electrical power. The electrical power generated by the first electric machine 100 is then transmitted to the second electric machine 110 via electrical switching device 152.
In the electromagnetically cross-connected mode, the second electric machine 110 functions as a motor that is driven by the first electric machine 100 that is now functioning as a generator. Moreover, as discussed above, the first electric machine 100 generates power having a frequency that is related to the operating speed of the first prime mover 14. As such, when the electrical power is transmitted from the first electric machine 100 to the second electric machine 110, the second electric machine 110 will rotate at approximately the same speed as the electric machine 100. Moreover, since the second electric machine 110 is directly coupled to the second shaft 32 via gearboxes 112 and 20, the second shaft 32 will rotate at a rotational speed that is approximately the same as the rotational speed of the first shaft 28.
Adjusting the speed of the first shaft 28 by either increasing or decreasing the operating speed of the first prime mover 14, causes the frequency output of the first electric machine 100 to change, further causing the speed of the second electric machine 110 to change, resulting in the speed of the second shaft 32 changing. As a result, in the electromagnetically connected cross-connected mode, a single prime mover is utilized to drive two shafts to propel vessel 10. Moreover, since the marine vessel 10 includes the exemplary propulsion system described herein, both shafts will operate at substantially the same speed while also reducing fuel consumption.
Described herein is an exemplary propulsion system that includes two propulsion shafts and an electric machine coupled to each respective shaft. The exemplary propulsion system is configured to operate at least one of the electric machines as a generator driven by a first propulsion shaft. The generator delivers power to a second electric machine operating as a motor to drive the second shaft. In this arrangement, a single prime mover may be utilized to drive both propulsion shafts at approximately the same rotational speed to improve fuel efficiency as shown in Figure 5.
More specifically, the exemplary propulsion system described herein includes a gas turbine engine configured to drive a propeller shaft through a gearbox. A first electric machine is connected between the gas turbine engine and the gearbox. During operation the first electric machine produces power at a frequency proportional to the gas turbine's speed. Moreover, the first electric machine is operated as a generator to supply power to a second electric machine coupled in the same configuration on the second shaft-gearbox system. The second electric machine is operated as a motor and its speed is proportional to the input frequency from the first electric machine. As such, two propeller shafts are powered at the same speed with no power conversion equipment required, such as transformers or power electronics, for example, to be coupled between the two electric machines. This arrangement allows the vessel to be operated with improved fuel efficiency for conditions where one prime mover has sufficient power to drive multiple propellers.
Also, described herein is a method for operating an exemplary marine propulsion system that includes a first electric machine coupled to a first drive shaft utilized to provide propulsion to the marine vessel and a second electric machine coupled to a second drive shaft utilized to provide propulsion to the marine vessel. The method includes operating the marine vessel such that the mechanical output from the first electric machine drives the first drive shaft, and operating an electrical switching device such that the electric output generated by the first electric machine is used to drive the second drive shaft.
While the invention has been described in terms of various specific embodiments, those skilled in the art will recognize that the invention can be practiced with modification within the scope of the claims.

Claims

A propulsion system (12) for a marine vessel (10), the propulsion system comprising:
a first electric machine (100) mechanically coupled between a first drive shaft (28) and a first prime mover (14), wherein the first prime mover is operable to drive the first drive shaft via the first electric machine in a first mode of operation, wherein the first prime mover is operable to drive the first electric machine such that the first electric machine generates electrical power;

a second electric machine (110) mechanically coupled between a second drive shaft (32) and a second prime mover (18), wherein the second prime mover is operable to drive the second drive shaft via the second electric machine in the first mode of operation, wherein the second prime mover is operable to drive the second electric machine such that the second electric machine generates electrical power;

the first electric machine operable as a generator to supply electrical power to the second electric machine in a second mode of operation, such that the second electric machine is operable as a motor to drive the second drive shaft;

characterised in that:
an electrical bus (156) is coupled between the first and second electric machines;

an electrical switching device (154) is configured to transmit electrical power generated by the first electric machine to the second electric machine during the second mode of operation;

the switching device having an open position corresponding to the first mode of operation and a closed position corresponding to the second mode of operation, whereby:
in the open position, the electrical switching device does not allow electrical power to be transmitted between the first and second electric machines, whereby the first prime mover is operable to drive the first drive shaft via the first electric machine and the second prime mover is operable to drive the second drive shaft via the second electric machine;

and in the closed position, the first and second electric machines are electromagnetically coupled together, with the electrical switching device enabling electrical power generated by the first electric machine to be transmitted, via the bus, from the first electric machine to the second electric machine, thereby enabling the second electric machine to drive the second drive shaft on deactivation of the second prime mover, whereby the first prime mover is operable to drive both the first and second drive shafts.
A propulsion system (12) in accordance with Claim 1, wherein the first and second prime movers (14,18) each comprise a gas turbine engine (40).
A propulsion system (12) in accordance with either one of Claim 1 or 2, wherein in the open position the first prime mover is configured to drive the first electric machine (100) such that the first electric machine generates electrical power at a first frequency, the electrical switching device (154) configured to transmit electrical power generated by the first electric machine at the first frequency to the second electric machine such that the second electrical device operates at the first frequency.
A propulsion system (12) in accordance with any one of the preceding Claims, further comprising:
a first gearbox (16) coupled between the first electric machine (100) and the first drive shaft (28); and

a second gearbox (20) coupled between the second electric machine (110) and the second drive shaft (32).
A propulsion system (12) in accordance with Claim 4, further comprising:
a third gearbox (102) coupled between the first electric machine (100) and the first gearbox (16); and

a fourth gearbox (112) coupled between the second electric machine (110) and the second gearbox (20).
A method of operating a marine propulsion system (12) comprising:
a first electric machine (100) mechanically coupled between a first drive shaft (28) and a first prime mover (14);

a second electric machine (110) mechanically coupled between a second drive shaft (32) and a second prime mover (18);

an electrical bus (156) coupled between the first and second electric machines; and

an electrical switching device (154);

the method comprising a first mode of operation in which the electrical switching device is in an open position to thereby not allow electrical power to be transmitted between the first and second electric machines, such that the first prime mover drives the first drive shaft via the first electric machine and the second prime mover drives the second drive shaft via the second electric machine, wherein the first prime mover drives the first electric machine such that the first electric machine generates electrical power and the second prime mover drives the second electric machine such that the second electric machine generates electrical power;

the method further comprising a second mode of operation in which the electrical switching device is moved to a closed position such that electrical power generated by the first electric machine is transmitted to the second electric machine, the second electric machine then using the transmitted electrical power to drive the second shaft such that the first and second drive shafts are driven by the first prime mover; the second mode of operation comprising deactivating the second prime mover.
A method in accordance with claim 6, further comprising approximately matching the speed and phase of the second electric machine (110) with the speed and phase of the first electric machine (100) prior to moving the switching device (154) into the closed position.